The trail didn't stop at seven tankers. It runs through six more companies and at least three other owners.

Part 1 traced seven tankers named on OFAC's January 2024 Hennesea Holdings designation to GLOBAL SEAWAY LLC, a St Petersburg manager that carries no designation of its own from any authority checked. It ended with an open thread: Charai Sea Shipping Pvt Ltd, a Mumbai-registered company that had already surfaced managing two of the same hulls, turned out to run a seven-vessel fleet of its own — four of them not yet examined — and a separate, six-company handoff sequence sat behind at least one of those vessels, converging on the same two UAE intermediaries already named in Part 1.

This piece follows both threads. Neither changes the conclusion in Part 1; both extend it. The same staging pattern — an Indian ship-management company installed for months, then replaced by a UAE company, then a further round of replacements before the vessel reaches its named manager — recurs on hulls with no connection to GLOBAL SEAWAY LLC's original seven. And a third route into the same network exists entirely independent of Bravo Ship Management or Maritas Fleet Pvt Ltd, the two companies Part 1 identified as the common staging ground.

Charai Sea Shipping's fleet, examined

Charai Sea Shipping Pvt Ltd's own seven-vessel fleet is no longer an open thread. Beyond LAVANDA and DENVER — covered below — the remaining four hulls, PASSAT, TENDUA, GELIOTROP, and DESTAN, carry their own port-state control record, and it tells a parallel story to the one already established for GLOBAL SEAWAY LLC's seven. Two of Charai's hulls have been detained: PASSAT by Canadian authorities at Quebec City on 17 January 2023, and MAVERICK — the seventh Charai hull — by Turkish authorities at Istanbul on 30 June 2025. That is a higher detention count across seven hulls than GLOBAL SEAWAY LLC's own fleet showed across its original seven, where only APEKS was ever detained.

Neither detention lines up neatly with the shell period, and the record is worth reading precisely rather than rounded off. PASSAT's detention predates any of this network's companies by more than six months — it happened under Prime Tanker Management Inc, the mainstream manager PASSAT carried for nine years before ARK Seakonnect Shipmanagement took over in July 2023, the first link in Charai's own chain. MAVERICK's detention, by contrast, landed squarely inside the network: 30 June 2025, under Lumen Ship Management FZCO, the same UAE company Part 1 names as designated by five governments.

Port-state control inspections across both fleets independently confirm what Part 1's dark-period AIS analysis already suggested: six of the nine hulls examined across GLOBAL SEAWAY LLC and Charai's network were inspected at Tuapse or Novorossiisk, the two Russian Black Sea ports that anchor this corridor's crude and products trade. That record was not generated by us — it comes from the flag and port-state authorities themselves, a separate primary source placing these hulls in the same corridor Part 1's tracking data flagged.

One further dated fact from MAVERICK's own record is worth stating on its own terms, because it differs from every charter example in Part 1. On 28 July 2023, Trafigura Global Services time-chartered MAVERICK, recorded against a Turkish port-state inspection at Iskenderun. By that date, Maritas Fleet Pvt Ltd — the same Indian ship-management company that recurs across this entire network's staging pattern — had already been MAVERICK's ISM manager for seven weeks. Part 1's three charter examples (Vitol, Trafigura Trading LLC, and Morgan Stanley's earlier DENVER charter) all predate any shell-management involvement in the vessels concerned. This one does not: a large international trading house held a charter on a hull whose safety management already sat with the company that, on the same record, went on to manage GLOBAL SEAWAY LLC's designated fleet. This is stated as a dated fact about the record, not a claim about the charterer's knowledge or conduct.

A third route into Ocean Solutions LLC

Charai Sea Shipping Pvt Ltd's own fleet is not the only route into Ocean Solutions LLC — the second St Petersburg manager Part 1 identified as absorbing tonnage from multiple prior lineages. LAVANDA reached the same manager by a third route entirely, with no Bravo or Maritas involvement anywhere in its history.

The chain runs through eight prior companies across nineteen years. D'Amico Tankers DAC held the vessel as a mainstream registered owner from 2005. Ishima Pte Ltd took over ISM management on 5 January 2022, followed by KPT Shipmanagement Co Ltd on 27 February 2022, Plutos Ship Management on 1 January 2024, Proteus Ship Management — under a new registered owner, Naga Shipping Inc — on 14 February 2024, Bixia Ship Management on 30 October 2024, and Vijaynagar Voyage Shipping Pvt Ltd on 2 April 2025. Charai Sea Shipping Pvt Ltd, the same Mumbai company managing the seven-hull fleet above, became registered owner and commercial manager on 29 November 2025 and ISM manager on 26 April 2026. Ocean Solutions LLC took over as ISM manager on 21 July 2026.

That makes Charai Sea Shipping Pvt Ltd a convergence point for two separate lineages, not a single fleet's manager: the seven hulls carrying its own name, and this eighth route that passes through it on the way to a different final owner entirely.

LAVANDA's own port-state record shows one detention — Nakhodka, 24 May 2024, Tokyo MoU, 12 deficiencies, with grounds cited as two fire-safety findings and one ISM-related deficiency. As Part 1 already noted, Vitol SA held a voyage charter on this hull in August 2021, years before Ishima Pte Ltd took over ISM management — ordinary commercial tonnage before the cascade began. A second, previously unreported charterer appears on the same record: Nederlandsche Melasse, a voyage charterer recorded against a September 2016 UK inspection, five years earlier still, inside the same D'Amico ownership era.

DENVER, corrected

Two corrections to DENVER's record, found while sourcing this piece directly against its port-state history rather than a prior summary.

First, the detention count. Earlier working notes credited DENVER with three Tokyo MoU detentions in 2023. The primary record shows two: Shanghai on 11 August (7 deficiencies) and Nakhodka on 17 March (12 deficiencies). A third inspection, at Nakhodka on 17 May 2023, carried the most deficiencies of the three — 24 — but was never a detention. It was a heavily-flagged inspection, not a third detention, eight days after the one that was.

Second, and more consequential: Part 1 already noted that Morgan Stanley chartered DENVER in February 2021, years before any shell-management involvement — ordinary pre-cascade tonnage, the same category as Vitol and Trafigura Trading LLC's charters. A second Morgan Stanley charter appears on the same record, independently structured against its own inspection, dated 4 May 2026. This one is not pre-cascade. As of that date, DENVER's registered owner was Centauri Services LLC — the same UAE company Part 1 names as designated by the European Union, the United Kingdom, Switzerland, Belgium, and France. Centauri Services LLC had held that role since 1 June 2025; ISM management had passed to Charai Sea Shipping Pvt Ltd on 24 January 2026, with Lumen Ship Management FZCO — the other UAE company Part 1 names under the same five designations — as commercial manager since 12 March 2025. On 4 May 2026, a major US investment bank held a time charter on a hull whose registered owner was, at that date, already under active designation by five governments. This is stated as a dated fact about the registry record, not a claim about the charterer's knowledge or conduct.

The full record, on one axis: five managers in under five years, both detentions landing inside the Bravo/Maritas period, and the Morgan Stanley charter appearing on both sides of the churn.

The six-company layer

Behind DENVER and MIMOZA — and, it turns out, behind MAGNOLIYA and CETUS as well — sits a handoff sequence Part 1 did not have room to name: six differently-registered companies, each installed in owner/ISM-manager pairs within days of each other, all inside a five-week window in early 2024.

On DENVER, Martin Trading FZE became registered owner and commercial manager on 4 March 2024; Nautical Solutions Group became ISM manager seventeen days later, superseding Maritas Fleet Pvt Ltd's outgoing tenure. On MIMOZA, Duke Logistics LLC-FZ took the same owner/commercial role on 6 March 2024, with Alia Ship Serve Co installed as ISM manager eight days after. On MAGNOLIYA, Mendes Ventures LLC and Nautical Solutions Group — the same company that installed on DENVER — took their roles on the same day, 8 March 2024. On CETUS, Tetris Associates LLC and Alia Ship Serve Co — again, the same company from MIMOZA's chain — both took their roles on 27 February 2024, the earliest date in the sequence.

All four hulls later converge on the same two UAE companies already named in Part 1. DENVER and MIMOZA both pass to Lumen Ship Management FZCO in 2025; MAGNOLIYA and CETUS both pass through Centauri Services LLC before reaching their current managers. From there the network fans back out to at least four distinct end-owners: GLOBAL SEAWAY LLC, the subject of Part 1; Ocean Solutions LLC, which by this point has absorbed tonnage from three separate prior lineages, including LAVANDA's independent route above; Anemone Marine Inc, confirmed here for the first time as CETUS's registered owner since 30 June 2026; and Charai Sea Shipping Pvt Ltd itself, which — as shown above — sits as a convergence point on two of these routes at once.

Six companies, four hulls, one recurring shape. This is a hub-and-spoke architecture funneling tonnage through a shared UAE staging point before redistributing it to separate Russian and UAE end-owners — not a single operator's fleet, and not confined to the seven hulls Part 1 examined.

Every hull named here carries its own designation

Everything above discusses two companies' designation status — Lumen Ship Management FZCO and Centauri Services LLC, both named by five governments. It does not discuss the hulls themselves. Checked directly, by IMO number rather than by the name each vessel currently sails under, every one of the eight hulls examined in this piece carries its own European Union designation:

Three carry their designation under the name they sail under today — DENVER, TENDUA, and CETUS. The other five were designated under a name each vessel has since dropped: LAVANDA as "Genji," PASSAT as "Savitri," MAVERICK as "Maverick" under this same hull's own name (listed again for completeness — the exception, not an error), MIMOZA as "Aditya," and MAGNOLIYA as "Khalasi." TENDUA carries four further designations beyond the EU's, independently hand-verified: the United Kingdom (9 May 2025), Switzerland (3 Jun 2025), Canada (13 Jun 2025), and Australia (18 Sep 2025) — the most heavily designated single hull in either piece published so far.

Every one of these eight designation dates predates this piece's own publication by months; MAGNOLIYA's, the most recent, by close to eight months. This is not a live-only development the story missed by being early — the designations were already on record when this piece was first drafted, and are added here as a correction rather than an update.

This check covers the European Union specifically, matched by IMO number against an IMO-keyed dataset assembled from OpenSanctions' bulk export of EU listings — an aggregator's export of the EU's own designations, not a direct pull from the EU's own publication — snapshotted late June 2026. It is not an exhaustive check of every other authority for all eight hulls; only TENDUA's additional four designations have been independently hand-verified here. As a check on whether this method finds real signal rather than matching too loosely: the same IMO-anchored method, run against Part 1's own seven hulls, returns EU designations for exactly the two hulls (AZALEA and ATLANT) Part 1 already independently reported as EU-designated, and no others.

None of this changes what Part 1 and this piece already established about Lumen Ship Management FZCO's and Centauri Services LLC's own designation status. It adds a layer underneath it: the hulls those companies managed were not merely adjacent to designated tonnage — they were designated tonnage themselves, under names a routine screen would not have caught.

Evidence and confidence

Every finding above traces to a primary record: the vessels' own registry and management history through Equasis and IHS Maritime, port-state control inspection records from the flag and port-state authorities, and — where cited — the same designation notices and sanctions checks used in Part 1.

What would prove this wrong

• The six-company sequence could be administrative reorganization rather than deliberate staging, if a wider sample of unrelated tankers under similar ownership churn shows the same handoff pattern at comparable rates. That background-rate check has not been run.
• A test of the opposite prediction — that inspections soon after a manager handoff should run worse — found no supporting signal. Inspections within 90 days of an ISM-manager change in this network detained at a lower rate than settled ones, not a higher one. The sample is small (30 inspections) and this does not disprove the staging pattern, but it means "frequent churn degrades vessel condition" is not something this data currently supports.
• The Trafigura Global Services/MAVERICK and Morgan Stanley/DENVER charters are dated facts about the registry and charter record, not evidence of the charterers' knowledge. Both charters are recorded exactly as they appear in the vessels' own port-state files, with no inference made about what either company knew about the ownership structure at the time.
• Ocean Solutions LLC and Anemone Marine Inc may since have been designated by an authority not checked here. Designation status in this piece is current as of the capture date below.
• The eight-hull EU designation table rests on an IMO-anchored match against a dataset snapshotted in late June 2026. Anything the EU listed after that date would not appear here. It is not an exhaustive check of every other authority — only TENDUA's UK, Swiss, Canadian, and Australian designations have been independently hand-verified; the other seven hulls have not been checked against those additional lists.

Method

Sources for this piece: the vessels' own registry and management history as recorded through Equasis and IHS Maritime, port-state control inspection records from the individual flag and port-state authorities (Paris MoU, Tokyo MoU, Mediterranean MoU, Black Sea MoU), the same primary designation notices used in Part 1, and an IMO-keyed EU designation dataset assembled from OpenSanctions' bulk export of EU listings, snapshotted late June 2026 — an aggregator's export of the EU's own designations, not a direct pull from the EU's own publication. Designation status reflects a public-record check conducted in early August 2026 and is not a live feed. Designations are matched by IMO number, the standard identifier for tracking a hull across a name change, not a technique specific to this piece — worth naming because five of the eight hulls in this piece's designation table are listed under a name they no longer sail under, which a check keyed to the current name would not have found.

Part 3

Each of the six companies named above is confirmed here only against the specific hull it appears on — whether any of them manages tonnage beyond this four-hull set has not been checked. Ocean Solutions LLC's own fleet includes two hulls not examined in either piece: MELISSA (formerly KATY) and KOLOSS, the latter identified through an unrelated reflag-detection method. And a background-rate comparison — testing whether this network's port-state outcomes differ from an unrelated tanker cohort calling the same ports — is in progress but not complete. This piece stops at what has been verified; what has not yet been checked is not the same as what does not exist.

Use

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As of 7 August 2026.